Rail joint



sept. 1K2, 1939. Ew, BACKES 9 2,172,929

RAIL JOINT Filed Oct. 8, 1936 2 Sheets-Sheet 1 1,0 ff? @f/,692955199579342 ,66. f L fv///LLW' 74%; 7.

Sept 12, 1939 l E. BAcKEs 2,172,929

' I RAIL JOINT Filed Oct. 8; 1936 2 Sheets-Sheet 2 JU'ZE 27.5

gi- L- Jil W l-g ZI l f l /wef Edward Wackes,

Patented Sept. 12, 1959 UNTE` ST'S A'ENT OFFHQ RAIL J 01N T Appiication @ctober 8,

24 Claims.

The present invention relates to novel rail joint constructions.

As is well known, rail joints are provided between adjacently disposed rail ends by connecting splice bars thereto which are adapted, because of their design, to raise the two adjacently disposed rail ends in service whereby the rail ends are maintained in substantialiy level condition during the passage of wheel loads thereover. At the present time these splice bars are of such a design as to merely provide for low joint conditions which exist at 'the rail ends. There is a second condition, however, which exists but which has never been provided for heretofore. This condition exists in rails which have been in service over a period of time, and to a less degree in all new rails.

In the case of rails which have been in service, it has been found that sometimes the ends are bent upwardly, this bent up condition being due to passage of wheel loads over the rails which are raised at the joints and adequately supported at those points, but are devoid of substantial sup'- port for a distance on both sides of the joints in order to meet low joint conditions. In the case of new rails, this bent up condition immediately adjacent the rail ends is usually caused by a slight misalignment or excess speed of the rails on entering the rolls of the cambering press used in fabricating the same, which tends to accentuate the bending normally placed in the rails so that when the same are cool, a bend still remains adjacent the ends of the rails.

It is therefore an object of the present invention to provide a novel rail joint including splice bars so designed as to correct the low joint condition which may exist at the rail ends and also to remove the upward bent condition of the 'rail ends immediately adjacent the joint therebetween which may be formed therein as above described.

Still another object of the present invention is to provide a novel rail joint including splice bars which are so designed as to provide for low joint conditions and to eliminate the upward bent condition of the rail ends, and which bars are of such a design as to readily cooperate with rail ends irrespective of the disposition of the same.

Still another object of the present invention is to provide a novel rail joint including splice bars adapted to cooperate with 4aoljacen'tly disposed rail ends and to provide an effective connection between these rail ends irrespective of the variations in the iishing heights thereof.

The present invention also comprehends the idea of providing a novel rail joint in which the 1936, Serial No. 104,576

(Cl. 23S-243) splice bars are so constructed as to cooperate With. he rail ends whereby couples are produced, certain of which function to move the rail ends immediately adjacent the joint therebetween into operative position, and' certain of which function to move the rail ends for an extended portion of the length' thereof adjacent the joint therebetween into operative position when the splice bars are interlocked with the rails.

More in particular, the present invention comprehends the idea of providing a novel rail joint in which the splice bars are so designed that the same cooperate with the rail ends to produce negative couples tending to move the rail ends ownwardly immediately adjacent the joint therebetween and to produce positive couples tending to raise the rail ends upwardly for an extended portion thereof adjacent the joint therebetween when, the bars are interlocked with the rails.

Still another object of the present invention is to provide a novel rail joint including splice bars adapted io cooperate with the rail ends to produce couples as set forth above, and which are adapted to cooperate with the rail ends irrespective of the variation in fishing heights of the same.

Other objects, features, capabilities and ad.'- vantages are comprehended by the invention, as will later appear and as are inherently possessed thereby.

Referring to the drawings:

Figure l is a fragmentary View in elevation of adjacently disposed rails, disclosing a condition which' may exist therein;

Figure 2 is a fragmentary View in elevation of adjacently disposed rails disclosing a splice bar cooperating therewith, the splice bar being formed in accordance with the present invention;

Figure 3 is a fragmentary view in elevation similar to Figure 2 of the drawings, disclosing more in particular the cooperative relation of one of the splice bars of the present invention with the adjacently disposed rails;

Figure 4 is a diagrammatic View in cross-sec tion of the rail joint of Figure 3 of the drawings, disclosing more in particular the manner in which a splice bar formed in accordance with the present invention accommodates rails having variations in the iishing heights thereof;

Figure 5 is a diagrammatic sketch in plan of a rail joint formed in accordance with the present invention disclosing more in particular the cooperative relation of one of the splice bars with the rails when the shing heights of said rails are different;

Figure 6 is a diagram disclosing graphically the bearing relation between the splice bar and rails at the joint disclosed in Figure 5 of the drawings;

Figure '7 is a fragmentary view in elevation of a rail joint made in accordance with the present invention and disclosing more in particular the cooperative relation between a splice bar thereof and the rail ends where a high joint exists;

Figure 8 is a fragmentary View in elevation of the rail joint of Figure 7 of the drawings and disclosing more in particular the cooperative relation between a splice bar thereof and the rail ends where a level joint exists; and

Figure 9 is a fragmentary View in elevation of the rail joint of Figure '7 of the drawings, and disclosing in detail the cooperative relation between a splice bar thereof and the rail ends where a low joint exists.

Since the nature of the service to which a rail joint is subjected tends to depress or bend down the two adjacent rail ends, rail joint or splice bars of such a design as to raise the joint or bend the two abutting rail ends upwardly whilein service have been considered suitable to correct the diculties experienced from a low joint condition. A number of rail joints now in service are designed to provide the necessary uplift of the rail ends to correct this low joint condition.

There exists, however, a second condition at the ends of the rails which has not been recognized in the past and accordingly has not been corrected by the splice bars now used in forming the joint between the rails and specially designed to raise the rail ends. This condition is distinct from and generally opposed to the low joint condition and is not generally apparent due to the restraining effect of joint bars bent downwardly at their center by repeated impact loads. This rail condition may be observed when the joint or splice bars are removed, at which time the rail ends, being unrestrained, will assume a bent up position which the passing of many wheel loads has rolled into them. The rail ends, when in this bent up condition, assiune a vertical curve or a surface bend at or near the ends thereof in an upward instead of a downward direction. This rail condition is disclosed in an exaggerated manner in Figure 1 of the drawings, wherein the rails 2 and 4 have had rolled into them a curved portion immediately adjacent the joint therebetween. This rail condition has been found to exist quite often where the rails have been in service over a period of time, this being the general case, although the same condition, though not as pronounced, is found on all new rails.

In the case of new rails, this condition is largely due to the action of the cambering press used in forming the same and which is purposely set to put a long vertical bend in the rails so that the same are formed low at the center and high at the ends. This long bend is normally placed in the rails to compensate for the unequal cooling of the head and base thereof so that when the rails have cooled the same will be straight. Due to the spacing between the rolls of this cambering press, the same may not take effect upon the rails until a point substantially eighteen inches from the ends is reached. A slight misalignment or excess speed of the rails on enteringthe rolls of the cambering press will tend to accentuate the normal bend at this point, and when the rails have cooled this excessive bending will be evidenced by a slight bend of the rails upwardly at the ends.

Where the rails have been in service over a period of time, a wide variation in the amount of bending, either upwardly or downwardly, is found, the amount and direction being dependent upon the particular method used in maintaining the track'in operative condition. Extensive research indicates that in some instances the amount of upward bent rail encountered is serious.

The sequence of events and operations which bring about this bent rail condition is as follows. Rails as installed in the track are normally fastened at the ends by joint or splice bars which are intended to hold the rail ends in line both horizontally and vertically. As the volume of traffic passing over the track increases, it produces a cumulative effect on the track, which alters the alignment of the rails at their ends, particularly in a vertical direction. It is known that practically all rail joints under service conditions are gradually depressed below the level of the main body of the rails as the amount of traffic passing thereover increases. to the high impact loads occurring at and the inherent weakness in the rail joints. This impact loading is localized at the joints because, under a given load, the deflection at the joints is usually approximately twice the throughout the remainder of the rails. The inherent weakness of the rail structure at the joints allows the wheel loads to drop momentarily when passing over these joints, which momentary drop of the loads at the rail joints results in impact loadings. Impact is also due to a second factor, namely, because of the space or gap between the ends of the rails. This gap, though quite small, causes a momentary loss of support, and when the support is regained, an impact results. Because of the repeated effect of these impact loads, the heads of the rails gradually deform at the joint, and each slight deformation increases proportionately the effect of the succeeding impact loads.

Because of the manner in which the rail joints are subjected to load, the joints in time will become low, and when a low joint condition is allowed to continue beyond a certain point, the impact loads are of such magnitude as to deform not only the head of the rail, but also the joint bars at their centers. The only way in which this condition can be eliminated is to raise the rail structure at the joint by tamping the ballast to restore the tie support for the rails whereby the same will be supported in a level plane. However, since this gradual deformation or pounding down of the joints occurs repeatedly and will again set in after each correction has been made, it is the general practice to raise the rails and tie support immediately at the joint to a point above level position in order to straighten the bent joint bars and to lengthen the time interval between successive tampings. To accentuate this correction the ties adjacent those positioned immediately at the joint are deliberately left lower than those at the joint so that passing traflic will tend to reform or straighten the joint or splice bars, thus returning the joint structure to a normal position.

In so doing, however, a length of some three to six feet of the rails on each side of the joint is left partially unsupported, and the passing of rolling wheel loadsI over the same for a period of time'forces' the rails to conform to the tie This is due deflection which have kbeen outlined above.

support. This means that the rail ends for three to six feet on each side of the rail joints are in a concave condition under load. As further traffic passes over the track, the rail ends for an extended portion thereof adjacent the rail joints become bent upwardly. The imp-act load at the rail joints due to the rail gap and deformation which takesI place at the gap, plus the inherent weakness of the rail joints and the load concentration in the high tamped joint ties, will soon cause further depressing of the tie support at the joints. This impact loading continues until a low joint condition again exists and is apparent because of the deformation. of the splice bars at their centers, the repeated correction of which is a source of much labor and expense.

In considering the forces which are involved in producing low joint condition of the rails, it must be remembered that the same are definitely localized at the rail ends and do not to any appreciable extent remove the surface bend in the three to six feet of each rail end which was rolled into the same while the joint tie support was high. This clearly explains the condition often encountered where a rail joint, which has been in service over a considerable period of time, is depressed at the rail ends; but when the joint or splice bars are removed, the rail ends .being unrestrained will present the opposite appearance, namely, of being higher than the remaining portions of the rails.

Referring to the drawings and ymore particularly to Figure 2, a rail joint made in accordance with the present invention is disclosed as comprising the rails 6 and 8 substantially in abutting relation and each provided with a head I il, a centrally disposed web I2, and a bottom flange I 4. The rail joint further includes joint or splice bars I6 disposed on both sides of the rail ends and between the bearing areas formed on the underside of the rail heads I il and flanges I4. The splice bars of this rail joint are of such a design as to effectively connect the rail ends together and to provide for the two conditions Each of the bars is of similar construction and comprises a Ymedial section I8 which is of substantial thickness and relatively inflexible, and the integral end sections 2i) and 22 which have cross-sectional areas throughout their length less than the crosssectional areas of the medial section and are relatively flexible.

Each of the bars is constructed to provide lower bearing areas II and I9 on the end sections and bearing areas 2l and 23 on or adjacent the medial section which cooperate with the flanges of the rail ends and upper bearing areas 25 and 2l on or adjacent the medial section which cooperate with the heads of the rail ends. It will therefore be seen that when the bars are in operative position with the rail ends, two opposed pairs of force couples or trusses 2li and 25 are provided in each of the bars for transfer of load. These force couples in effect provide primary and secondary trusses. Inasmuch as each of the bars is of similar construction and cooperates with the rail ends in the same manner, reference hereinafter will be made to one only of said bars.

The primary truss 26, for the purpose of illustration, may be considered as having itsrlower supports at the lower contact points 28 and 3l) and its upper supports at the Contact points 32 and 34, the lever arms for these force couples being designated as 36 and 38, respectively. The contact points 28, 3B, 32 and 34 therefore represent points of application of concentrated loads equal to the substantially uniformly distributed loads over the areas Il, i9, 25 and 21. This truss is effectivewhen a positive load is applied to the rail joint and places. the joint bars in tension along their base and in compression along their top. It should be noted that a wide base with a relatively narrow upper support gives a substantial truss action.

The vsecondary truss similarly may be considered as having its upper supports at the upper contact points 32 and 34 in the bearing areas 25 and 2l, and its lower supports at the lower contact points d@ and l2 in the bearing areas ZI and 23, at which latter points it receives its load. Under normal loading this secondary truss does not function, but when the load moves from the center of the joint to a point on one side of it, and the tie support is effective, a negative moment results in the joint bar assembly, and it is then that the secondary truss functions, receiving its load at the center contact points ill and 52 which are close together, the load being distributed through the lever arms Mland 46 at the upper contact points 32 and 34 which are wider apart.

Because of the particular design vof the splice bars which provide primary and secondary trusses as described, a deiinite resistance to load passing over the joint is effected in both a positive and negative direction. The truss formed by the force couples 24 is relatively small, fixed in magnitude and acts to bend the rail ends downwardly immediately adjacent the joint therebetween. The truss formed by the force couples 26 is relatively large, variable at will as hereinafter described, and acts in a direction to bend the rail ends upwardly lfor an extended portion of ltheir length lfrom the -joint formed therebetween. The negative moment in rail joints under traiic is commonly accepted as approximately one-third of the positive moment.

The first pair or" force couples 2d (Fig. 2) is relatively fixed in magnitude inasmuch as the same acts at the thick, heavy and relatively inexible medial section of the joint bar and is located close to the center or fulcrurn point in the joint bar, whereas the second pair of force couples 26 provided outwardly of the medial section is disposed in the end sections which are of less cross-sectionalrarea than the medial section and are, therefore, more flexible, thus allowing a lateral change of position of the outer points of contact of these force couples with the rail ends. Also, lever arms 36 and 3S of the force couples 2t are much longer than the lever arms 4 and 46 of the force couples 2li, and the increased leverage accordingly provides greater flexibility.

It should be observed, however, that the iiexibility of the bar is confined very largely to a horizontal plane because the height of the bar is several times its thickness and is substantially uniform from end to end. Moreover, the thiol:- ness vof the bar is maximum at its middle and decreases gradually therefrom `toward each end.

The long lever arms 36 and 38 being disposed largely in the end sections allows a relatively wide range in the lateral position of the contact points 28 and 30. As these contact points engage the inclined upper surface of the bar or iiange of the rail ends, lateral movement of the end sections will also effect a Vertical movement of the contact surfaces of the splice bar with the rail ends. Inasmuch asl the vertical height varies but little from end to end, the bar is accordingly quite stiff vertically and a change in the contact points 28 and 30 in the vertical direction will serve to increase or decrease the magnitude of the force couples 26.

Y The couples 24 have their lower contact points 40 and 42 a less distance apart than the upper contact points 32 and 34, the effect of which is to depress or move the rail ends downwardly if the position of the rail endsl is such that engagement of the contact surfaces of these force couples with the rail fishing surfaces results in force couples of any great magnitude. Since the force couples 24 are centrally located in the relatively inflexible portion of the bar, the said couples are not appreciably affected by lateral bending of the bar.

The force couples 26 have their upper contact points 32 and 34 closer together than the lower contact points 28 and 30, the effect being that these force couples raise the rail ends for an extended portion thereof adjacent the joint. The amount which the rail ends are raised is substantially proportional to the magnitude of the force couples 26, the magnitude of these force couples in turn being dependent upon the amount of lateral movement of the end sections at 28 and 30 along the inclined top surface of the rail flange.

It will therefore be quite apparent that when a rail joint is formed by the use of splice bars such as I6 where the rail ends are bent downwardly, the center contact surfaces of the joint bar when drawn into engaging relation with the rail ends by tightening the center bolts 48 and 50, conform to the contact surfaces of the rails so that the force couples 24 do not function to bend the rail ends downwardly immediately adjacent the joint therebetween inasmuch as the same are in proper condition for providing an effective joint between the rail ends. 'Ilie splice bar, however, contacts the flange of the rail ends as at 28 and 30, and as the contact surfaces of the bar are drawn toward the web of the rail the end sections at that point move vertically, due to the inclined bearing surface of the rail flanges, thus increasing the magnitude of the force couples 26 which, through the bearing of the splice bar as at 32 and 34 with the head of the rail ends, effect an upward movement of the rail ends into proper position.

If, on the other hand, the rail ends are bent upwardly when the splice bar is applied thereto, the center contact surfaces of the bar, such as 32 and 34 for engaging the underside of the rail heads, do not conform to the position of the contact surfaces of the rail ends. Accordingly, pressure is built up between the medial section of the bar and the rail ends immediately upon tightening of the center bolts 48 and 5U whereby the force couples 24 are eifective in moving the bent rail ends downwardly immediately adjacent the joint therebetween. The force couples 26 can then be brought into play by a tightening of the end bolts 4I and 43 to the extent necessary to provide a rail joint which will function properly under loads.

The splice bar is so designed at the medial section that said section engages the rail ends in such a way as to provide force couples 24 which are not only variable in magnitude upon a drawing up of the center bolts 48 and 50, but also are variable in dimensions.

In Figure 8 of the drawings, the rail ends 8 and I are in a substantially level condition, and

Vcontact points 32 and 34 in the bearing areasI 25 and 21 at the upper edge of the medial section of the bar are disposed outwardly from the contact points 40 and 42 formed in the bearing areas 2| and 23 on the lower edge of the medial section of the bar, thus providing the force couples 24 with lever arms B0 and 62.

In Figure 9, it will be evident that when the rail ends 8 and l0 are bent downwardly, the upper points of contact 32 and 34 in the spaced bearing areas 25 and 21 provided along the upper edge of the medial section of the bar I6 will move toward each other as the amount which the rail ends are bent downwardly increases, while the lower points of contact 48 and 42, which are in the bearing areas' 2l and 23 formed on the lower edge of the medial section of the bar I6, will move away from one another. Such relative displacement of these points of contact reduces lever arms 44 and 46 of the couples 24, which proportionately reduces the magnitude of these force couples, as will be readily apparent by comparing the magnitude of these force couples in Figure 8.

On the other hand, when the rail ends 8 and l0 are bent upwardly as shown in Figure 7 of the drawings, the contact points 32 and 34 in the bearing areas 25 and 2 on the upper edge of the medial section of the bar are disposed at a greater distance apart than in Figure 8, while 1 the contact points 48 and 42 in the bearing areas 2l and 23 provided on the lower edge of the medial section of the bar are a less distance apart so as to provide these couplers 24 with the increased lever arms 64 and 66. Increasing of the lever arms of these force couples 24 increases the magnitude of the same as the bar is drawn toward the center web of the rail ends by the center bolts 48 and 5l) to move the rail ends downwardly.

The splice bar hereinbefore described is of such a design that the same does not sh fit with the rail ends in the generally accepted manner inasmuch as. fish tting of the splice bar with the rail ends generally implies that there is an engagement of the upper and lower fishing surfaces with the rail ends in the same transverse vertical plane. In the present design the contact surfaces between the bar and the rail ends are offset so that, throughout the rail joint, a series of force couples is provided rather than struts as in the rail joints now in use. As disclosed in Figure 2 of the drawings, the contact points 32, 34, 28, 40, 42 and 38 represent the centers of the various bearing areas or Contact surfaces, and the same are offset one from another along the length of the bar. These oiset bearing areas provide a flexible and adjustable engagement of the bar with the respective fishing surfaces of the rail ends which is not possible in rail joints formed to fish at both top and bottom in the same transverse vertical plane. This iiexibility provides. a means of storing up energy to compensate for Wear, a distinctive feature of this type of bar.

The splice bar iny the present embodiment provides for local take-up at each bearing area largely independent of the position of the other bearing areas. As in the rail joint disclosed in Figure 2 of the drawings, the effective points of application of force at both the upper and lower shing surfaces are somewhat removed from the adjacent ends of the rails, thus. preventing overstressing of the web of the rails immediately adjacent the joint therebetween, which are critical points of over-stress and failure.

Each of the splice bars I6 is of such design that a definite positive and equal t is provided between'the same and the rail ends on each side thereof even when the fishing heights of the two rail ends differ, as well as when they are substantially equal, This uniformity of iit and pressure is effected inasmuch as the splice bar, as disclosed in Figures. 3 and 4 ofthe drawings, can be rotated about the axis 68, which axis is perpendicular to the iishing surface of the rail flange (Figure 4) and substantially at the center of the middle fishing surface on the bottom of the bar. Since this fishing surface on the bar conforms to the inclination of the rail flange, the two upper bearing surfaces 25 and El of the bar are at a distance from and on opposite sides of the axis of rotation 68.

As an illustration of the adaptability of the present splice bars in forming a suitable rail joint between rail ends in which the fishing heights thereof vary, Figure 5 shows rail ends 'lll and 12, the fishing heights of which are unequal, that of l being greater. In this figure of the drawings, the bar I6 is shown in full lines as the position which the same would take were the fishing heights of the rails 'lll and l2 equal. In this case the splice bar I6, for example, would fish with the rail ends at the points designated as 'lll and 1E, which points would be in a plane substantially parallel to the web of the rail ends. By referring to the diagrammatic sketch shown in Figure 6 cf the drawings, the contour as indif cated by 'i8 represents the contour of rail 'lil with which one-half of the bar I6 would fish. It will therefore be seen that were the fishing heights of the rails i@ and 12 equal and midway between the contours '.'3 and BQ, bar i6 would cooperate therewith at the points represented by 14 and 16. Inasmuch, however, as the fishing heights of these rail ends 'Ill and 12 are unequal, bar E6, when drawn into operative relation therewith, will assume a position indicated by dotted lines as at 82. This movement of the bar takes place about the axis 58 and, as will be seen from Figure'6 of the drawings, the iishingof the bar with the rail end "l2, instead of being at T4, will be at 86, and the shing of the bar with rail end 1l), instead of being at 1S, will be at 85. After the rotation of the bar has taken place about the axis 68, the fishing of the bar with rail end l2 can be represented in Figure 6 by 34, and with the rail end 'lil by 8E. Since the movement of the 1 bar has been parallel with the lower fishing surfaces of the rail ends 'lil and 'l2 and the height of the bar is unchanged, it will. therefore be seen that the bar engages and, fits both upper and lower fishing surfaces of each rail. The bar, however, fishes with the rail end itl as at 86, which is inwardly of the point it which yindicates the fishing of the with the rail end l2.

Since the lower fishing surface of the rail ends is in a plane and thebottom of the rail joint ,I bar is likewise in the same plane, the slight misalignment necessary to provide such a fit on commercial rails does not in any way affect the functioning of such a rail joint assembly as described herein. It is of interest to note that this last feature is only possible because the joint bar has the end sections thereof tapering from the medial section so that there is no contact of these end sections with the head of the rail ends and the same are free to move not only horizontally, but also vertically.

While I have herein described and upon the drawings shown an illustrative embodiment of the invention, it is to be understood that the invention is not limited thereto but may comprehend other constructions, arrangements of parts, details and features without departing from the spirit of the invention,

I claim:

l. A rail joint bar comprising an elongated member provided with a relatively iniiexible medial section and integrally formed relatively exible end sections, said medial section only havine; spaced bearing areas adapted to cooperate with the heads of adjacent rails, said bearing areas being separated by a depression formed in said medial section and disposed between said bearing areas, said medial section being further provided with lower bearing areas adapted to cooperate with the flanges of said adjacent rails, and said end sections each having only a lower bearing area adjacent the ends thereorn separate and spaced from said lower bearing areas of said medial section.

2. A rail joint bar comprising an elongated member provided with a relatively inflexible medial section and integrally formed relatively flexible end sections, said medial section only having spaced bearing areas adapted to cooperate.

with the heads of adjacent rails, said bearing areas being separated by a depression formed in said medial section and disposed between said bearing areas, said medial section being further provided with a lower continuous bearing area having portions adapted to cooperate with the flanges of said adjacent rails, and said end sections each having only a lower bearing area adjacent the ends thereof separate and spaced from said lower bearing areas of said medial section.

3. A rail joint bar comprising an elongated member provided with a relatively infiexible medial section and integrally formed relatively flexible end sections, said medial section only having spaced bearing areas adapted to cooperate with the heads of adjacent rails, said bearing areas being separated by a depression formed in said medial section and disposed between said bearing areas, said medial section being further v provided with lower bearing areas adapted to 'cooperate with the flanges of said adjacent rails,

the centers of the flange engaging portions of said medial lower bearing area being spaced apart'v a less distance than the centers of the upper bearing areas of said medial section, andsaid end sections each having only a lower bearing yarea adjacent the ends thereof separate and spaced from said lower bearing areas of said medial section.

4. A rail joint bar comprising an elongated member provided with a relatively inflexible medial section and integrally formed relatively flexible end sections, said medial section only having spaced bearing areas adapted to cooperate with the headsy of adjacent rails, said bearing areas being separated by a depression formed in said medial section and disposed between said bearing areas, said medial section being further provided with a lower continuous bearing area having portions adapted to cooperate with the flanges of said adjacent rails, the centers of the flange engaging portions of said medial lower bearing area being spaced apart a less distance than the centers of the upper bearing areas of said medial section, and said end sections each having onlya lower bearing area adjacent the ends thereof separate and spaced from said lower bearing areas of said medial section.

5. In a rail joint, the combination of adjacently disposed rail ends having upper and lower bearing areas on both sides on the head and anges, respectively, thereof, a splice bar disposed on each side of said rail joint, each of said bars comprising an elongated member provided with a relatively inexible medial section and integrally formed relatively flexible end sections,`said medial section only having spaced bearing areas adapted to cooperate with the bearing areas of said rail heads, said bearing areas of the bar being separated by a depression formed in said medial section and disposed between said bearing areas, said medial section being further provided with lower bearing areas adapted to cooperate with the bearing areas of said flanges, and said end sections each having a bearing area adjacent the ends thereof separate and spaced from said bearing areas of said medial section adapted to cooperate with the bearing areas of said flanges, and means for interlocking said bars with said rail ends.

6. In a rail joint, the combination of adjacently disposed rail ends having upper and lower bearing areas on both sides on the head and anges respectively, thereof, a splice bar disposed on each side of said rail joint, each of said bars comprising an elongated member provided with a relatively inflexible medial section and integrally formed relatively flexible end sections, said medial section only having spaced bearing areas adapted to cooperate with the bearing areas of said rail heads, said bearing areas of the bar being separated by a depression formed in said medial section and disposed between said bearing areas, said medial section being further provided with lower bearing areas adapted to cooperate with the bearing areas of said flanges, the points of application of force between said cooperating lower bearing areas at thernedial section being spaced apart a less distance than the points 'of application of force Vbetween said cooperating upper bearing areas thereby providing negative couples adjacent the rail ends and tending to move the same downwardly when said bars areV interlocked therewith, and said end sections each having a bearing area adjacent the ends thereof separate and spaced from said bearing areas of said medial section adapted to cooperate with the bearing areas of said flanges, said last-named cooperating bearing areas and the cooperating bearingv areas of the heads of the rail ends and upper bearing areas of said medial section being disposed to provide positive couples adjacent the rail ends tending to move the same upwardly when said bars are interlocked therewith, and means for interlocking said bars with said rail ends to produce said couples.

'7. In a rail joint, the combination of adjacently disposed rail ends having upper and lower bearing areas on both sides on the head and flanges respectively, thereof, a splice bar disposed on each side of said rail joint, each of said bars comprising an elongated member provided with a relatively inflexible medial section and integrally formed relatively exible end sections, said medial section only having spaced bearing areas adapted to cooperate with the` bearing areas of said rail heads, said bearing areas of the bar being separated by a depression formed in said medial section and disposed between said bearing areas, said medial section being further provided with lower bearing areas adapted to cooperate with the bearing areas of said flanges, said medial section when the bearing areas thereof are in cooperative bearing relation with the bearing areas of said rail heads and flanges being disposedrin spaced relation to the webs of said rail ends, the points of application of force between said cooperating lower bearing areas at the medial section being spaced apart a less distance than the points of application of force between said cooperating upper bearing areas thereby providing negative couples adjacent the rail ends and tending to move the same downwardly when said bars are interlocked therewith, and said end sections each having a bearing area adjacent the ends thereof separate and spaced from said bearing areas of said medial section adapted to cooperate with the bearing areas of said flanges, said last-named cooperating bearing areas and the cooperating bearing areas of the heads of the rail ends and upper bearing areas of said medial section being disposed to provide positive couples adjacent the rail ends tending to move the same upwardly when said bars are interlocked therewith, and means for interlocking said bars with said rail ends to produce said couples.

8. In a rail joint, the combination of adjac'ently disposed rail ends having upper and lower bearing areas on both sides on the head and flan-ges respectively thereof, the distance between certain of the bearing areas on one of said rail ends being different than the distance between certain of the bearing areas on the other of said rail ends, a splice bar disposed on each side of said rail joint, each of said bars comprising an elongated member provided with a relatively inexible medial section and integrally formed relatively iiexible end sections, said medial section only having spaced bearing areas adapted to cooperate with the bearing area of said rail heads, Said bearing areas of the bar being separated by a depression formed in said medial section and disposed between said bearing areas, said medial section being further provided with lower bearing areas adapted to cooperate with the bearing areas of said flanges, and said end sections each having a bearing area adjacent the ends thereof separate and spaced from said bearing areas of said medial section adapted to cooperate with the' bearing areas of said flanges, means for interlocking said bars with said rail ends, said means being adapted to draw said end sections toward the webs of said rail ends over said rail end flanges, said medial section when the bearing areas thereof are in cooperative bearing relation with the bearing areas of said rail heads and flanges being disposed in spaced relation to the webs of said rail ends whereby upon movement of said end sections toward said webs said bar is adapted to be rotated about a vertical axis adjacent the joints between said rail ends to provide proper bearing relation at the medial section with said rail ends where the distance between the bearing areas of the rail ends adjacent the medial section of the bar are different, and said depression permitting proper seating relation of said bar and rail ends away from the extreme ends thereof when said distances are unequal.

9. In a rail joint, the combination of adjacently disposed rail ends having upper and lower bearing areas on both sides on the head and anges respectively thereof, the distance between certain of the bearing areas on one of said rail ends being different than the distance between certain of the bearing areas on the other of said rail ends, a splice bar disposed. on each side of said rail joint, each of said bars comprising an elongated member provided with a relatively inflexible medial section and integrally formed relatively flexible end sections, said medial section only having spaced bearing areas adapted to cooperate with the bearing area of said rail heads, said bearing areas of the bar being separated by a depression formed in said medial section and disposed between said bearing areas, said medial section being further provided with lower bearing areas adapted to cooperate with the bearing areas of said flanges, and said end sections each having a bearing area adjacent the ends thereof separato and spaced from said bearing areas of said medial section adapted to cooperate with the bearing areas or said iianges, means for interlocking said bars with said rail ends, said means being adapted to draw said end sections toward the webs of said rail ends over said rail end flanges, the points of application of force between said cooperating lower bearing areas at the medial section being A, spaced apart a less distance than the points of application of force between said cooperating upper bearing areas thereby providing negative couples Yadjacent the rail ends and tending to move the same downwardly when said bars are interlocked therewith and said end sections are moved inwardly toward the webs of said rail ends, said cooperating upper bearing areas of said bar and said rail end heads and said cooperating bearing areas of said end sections and said .rail end heads being disposed to produce positive couples adjacent the rail ends tending to move the same upwardly when said bar is interlocked therewith and said end sections are moved toward said webs, said medial section when the bearing areas thereof are in cooperative bearing relation with the bearing areas of said rail heads and flanges being disposed in spaced relation to the webs of said rail ends whereby upon movement or said end sections toward said webs said bar is adapted to be rotated about a vertical aXis adjacent the joints between said rail ends to provide proper bearing relation at the medial section with said rail ends where the distance between the bearing areas oi the rail ends adjacent the medial section of the bar are different, and said depression permitting proper seating relation of said bar and rail ends away from the extreme ends thereof when said distances are unequal l0. A rail joint bar comprising an elongated 1member provided with a medial section and integrally formed end sections, said medial section only having spaced bearing areas adapted to cooperate with the heads oi adjacent rails, said bearing areas being separated by a depression formed in said medial section and disposed tween said 'bearing areas, said medial section being further provided with lower bearing areas adapted to cooperate with the anges of said @adjacent rails, each of said lower bearing areas :operate with the heads of adjacent rails, said bearing areas being vseparated by a depression formedY in said medial section and `disposed between said beari-ng areas, said medial section being further provided with lower bearing areas adapted to cooperate with the iianges of said adjacent rails, the centers of the flange engaging portions of said medial lower bearing area being spaced apart a less distance than the centers of the upper bearing areas of said medial section and each of said lower bearing areas overlapping one oi said spaced bearing areas in a horizontal direction, and said end sections each having only a lower bearing area adjacent the ends thereof separate and spaced from said lower bearing areas of said medial section.

12. In a rail joint, the combination of adjacently disposed rail ends having upper and lower bearing areas on both sides on the head and flanges respectively, thereof, a splice bar disposed on each side of said rail joint, each of said bars comprising an elongated member provided with medial section and integrally formed end sections, said medial sectionV only having spaced bearing areas adapted to cooperate with the bearing areas of said rail heads, said bearing areas of the bar being separated by a depression formed in said medial section and disposed between said bearing areas, said medial section being iurther provided with lower bearing areas adapted to cooperate with the bearing areas of said iianges, each of said lower bearing areas overlapping one of said spaced bearing areas in a horizontal direction, and said end sections each having a bearing area adjacent the ends thereof separate and spaced from said bearing areas of said medial section adapted to cooperate with the bearing areas of said flanges, and means for interlocking said bars with said rail ends.

13'. Ina rail joint, the combination of adja- Vcently disposed rail ends havingupper and lower bearing areas on both sides on the head and iianges respectively, thereof, the distance between certain of the bearing areas on one oi said rail ends being diierent than the distance between certain oi the bearing. areas onthe other of said rail ends, a splice bar' disposed on each side of said rail joint, each of said bars comprising an elongated member provided with a medial section land integrally formed end sections, said medial section only having spaced bearing areas adapted to cooperate with the bearing area of said rail heads, said bearing areas of the bar being separated b-y a depression formed in said medial section and disposed between said bearing areas, said medial section being further provided with lower bearing areas adapted to cooperate with the bearing areas of said flanges, each of said lower bearing areas overlapping one of said 4spaced bearing areas in a horizontal direction, and said end sections each having a bearing area adjacent the ends thereof separate and spaced from said bearing areas of said medial section adapted to cooperate with the bearing areas of said flanges, means for interlocking said bars with said rail end-s, said medial sectionwhen the bearing areas thereof are in cooperative bearing relation with the bearing areas of said rail heads and ilanges being disposed in spaced relation to the webs of said rail ends whereby said b-ar is adapted to be rotated about an axis adjacent the joints between said rail ends to pro-vide proper bearing relation at the medial section with said rail ends where the distance between the b-earing areas of the rail ends adjacent the medial section of the bar are diierent, and said depression permitting proper seating relation of said bar and rail ends away from the extreme ends thereof when said distances are unequal.

' 14. A rail joint bar comprising an elongated member provided with a relatively inflexible medial section and integrally formed relatively flexible end sections, said medial section only having spaced bearing areas adapted to cooperate with the heads of adjacent rails, said bearing areas being separated by a depression formed in said medial section and disposed between said bearing areas, said medial section being further provided with lower bearing areas adapted to cooperate with the flanges of said adjacent rails, and said end sections each having only a lower bearing area adjacent the ends thereof separate and spaced from said lower bearing areas of said medial section, the distance between the points of application of concentrated loads of adjacent upper and lower bearing areas of said medial section being different than the distance between the points of application of concentrated loads at the upper bearing areas and the adjacent bearing areas at the end sections.

15. A rail joint bar comprising an elongated member provided with a relatively inflexible medial section and integrally formed relatively flexible end sections, said medial section only having spaced bearing areas adapted to cooperate with the heads of adjacent rails, said bearing areas being separated by a depression formed in said medial section and disposed between said bearing areas, said medial section being further provided with lower bearing areas adapted to cooperate with the flanges of said adjacent rails, and said end sections each having only a lower bearing area adjacent the ends thereof separate and spaced from said lower bearing areas of said medial section, the distance between the points of application of concentrated loads of adjacent upper and lower bearing areas of said medial section being less than the distance between the points of application of concentrated loads at the upper bearing areas and the adjacent bearing areas at the end sections.

16. A rail joint bar comprising an elongated member provided with a relatively inflexible medial section and integrally formed relatively flexible end sections, said medial section only having spaced bearing areas adapted to cooperate with the heads of adjacent rails, said bearing areas being separated by a depression formed in said medial section and disposed between said bearing areas, said medial section being further provided with lower bearing areas adapted to cooperate with the flanges of said adjacent rails, the centers of the flange engaging portions of said medial lower bearing area being spaced apart a less distance than the centers of the upper bearing areas of said medial section, and said end sections each having only a lower bearing area adjacent the ends thereof separate and spaced from said lower bearing areas of said medial section, the distance between the points of application of concentrated loads of adjacent upper and lower bearing areas of said medial section being different than the distance between the points of application of concentrated loads at the upper bearing areas and the adjacent bearing areas at the end sections.

17. In a rail joint, the combination of adjacently disposed rail ends having upper and lower bearing areas on both sides on the head and flanges respectively, thereof, a splice bar disposed on each side of said rail joint, each of said bars comprising an elongated member provided with a relatively inflexible medial section and integrally` formed relatively flexible end sections, said medial section only having spaced bearing areas adapted to cooperate with the bearing areas of said rail heads, said bearing areas of the bar being separated by a depression formed in said medi-al section and disposed between said bearing areas, said medial section being further provided with lower bearing areas adapted to cooperate with the bearing areas of said flanges, and said end sections each having a bearing area adjacent the ends thereof separate and spaced from said bearing areas of said medial section adapted to cooperate with the bearing areas of said flanges, and means for interlocking said bars with said rail ends, the distance between the points of application of concentrated loads of adjacent upper and lower bearing areas of said medial section being different than the distance between the points of application of concentrated loads at the upper bearing areas and the adjacent bearing areas at the end sections.

18. In a rail joint, the combination of adjacently disposed rail ends having upper and lower bearing areas on both sides on the head and flanges respectively, thereof, the distance between certain of the bearing areas on one of said rail ends being different than the distance between certain of the bearing areas on the other of said rail ends, a splice bar disposed on each side of said rail joint, each of said bars comprising an elongated member provided with a relatively inflexible medial section and integrally formed relatively flexible end sections, said medial section only having spaced bearing areas adapted to cooperate with the bearing area of said rail heads, said bearing areas of the bar being separated by a depression formed in said medial section and disposed between said bearing areas, said` medial section being further provided with lower bearing areas adapted to cooperate with the bearing areas of said flanges, and said end sections each having a bearing area adjacent the ends thereof separate and spaced from said bearing areas of said medial section adapted to cooperate with the bearing areas of said flanges, means for interlocking said bars with said rail ends, said medial section when the bearing areas thereof are in cooperative bearing relation with the bearing areas of said rail heads and flanges being disposed in spaced relation to the webs of said rail ends whereby said bar is adapted to be rotated about an axis adjacent the joints between said rail ends to provide proper bearing relation at the medial section with said rail ends where the distance between the bearing areas of the rail ends adjacent the medial section of the bar are different, and said depression permitting proper seating relation of said bar and rail ends away from th-e extreme ends thereof when said distances are unequal, the distance between the points of application of concentrated loads of adjacent upper and lower bearing areas of said medial section being different than the distance between the points of application of concentrated loads at the upper bearing areas and the adjacent bearing areas at the end sections.

19. A rail joint bar comprising an elongated member provided with a relatively inexible medial section and integrally formed relatively ilexible end sections, said medial section only having spaced bearing areas adapted to cooperate with the heads of adjacent rails, said bearing areas being separated by a depression formed in said medial section and disposed between said bearing areas, said medial section being further provided with a lower continuous bearing area having portions adapted to cooperate with the lianges of said adjacent rails, each of said lower bearing areas overlapping one of said spaced bearing areas in a horizontal direction, and said end sections each having only a lower bearing area adjacent the ends thereof separate and spaced from said lower bearing areas of said medial section.

20. A rail joint bar comprising an elongated member provided with a relatively inexible medial section and integrally formed relatively flexible end sections, said medial section only having spaced bearing areas adapted to cooperate with the heads of adjacent rails, said bearing areas being separated by a depression formed in said medial section and disposed between said bearing areas, said medial section being further provided with a lower continuous bearing area having portions adapted to cooperate with the flanges of said adjacent rails, the centers of the flange engaging portions of said medial lower bearing area being spaced apart a less distance than the centers of the upper bearing areas of said medial section, each of said lower bearing areas overlapping one of said spaced bearing areas in a horizontal direction, and said end sections each having only a lower bearing area adjacent the ends thereof separate and spaced from said lower bearing areas of said medial section.

21. A rail joint bar comprising an elongated member provided with a relatively inflexible medial section and integrally formed relatively flexible end sections, said medial section only having spaced bearing areas adapted to cooperate with the heads of adjacent rails, said bearing areas being separated by a depression formed in said medial section and disposed between said bearing areas, said medial section being further provided with a lower continuous bearing area having portions adapted to cooperate with the flanges of said adjacent rails, and said end sections each having only a lower bearing area adjacent the ends thereof separate and spaced from said lower bearing areas of said medial section, the distance between the points of application of concentrated loads of adjacent upper and lower bearing areas of said medial section being different than the distance between the points of application of concentrated loads at the upper bearing areas and the adjacent bearing areas at the end sections. K

22. A rail joint bar comprising an elongated member provided with a relatively inflexible medial section and integrally formed relatively flexible end sections, said medial section only having spaced bearing areas adapted to cooperate with the heads of adjacent rails, said bearing areas being separated by a depression formed in said medial section and disposed between said bearing areas, said medial section being further provided with a lower continuous bearing area having portions adapted to cooperate with the flanges of said adjacent rails, the centers of the flange engaging portions of said medial lower bearing area being spaced apart a less distance than the centers of the upper bearing areas of said medial section, and said end sections each having only a lower bearing area adjacent the ends thereof separate and spaced from said lower bearing areas of said medial section, the distance between the points of application of concentrated loads of adjacent upper and lower bearing areas of said medial section being different than the distance between the points of application of concentrated loads at the upper bearing areas and the adjacent bearing areas at the end sections.

23. A rail joint bar comprising an elongated member provided with a relatively inflexible medial section and integrally formed relatively ilexible end sections, said medial section only having spaced bearing areas adapted to cooperate with the heads of adjacent rails, said bearing areas being separated by a depression formed in said medial section and disposed between said bearing areas, said medial section being further provided with a lower continuous bearing area having portions adapted to cooperate with the flanges of said adjacent rails, and said end sections each having only a lower bearing area adjacent the ends thereof separate and spaced from said lower bearing areas of said medial section, the distance between the points of application of concentrated loads of adjacent upper and lower bearing areas of said medial section being less than the distance between the points of application of concentrated loadsy at the upper bearing areas and the adjacent bearing areas at the end sections.

24. A rail joint bar comprising an elongated member provided with a relatively inliexible medial section and integrally formed relatively exible end sections, said medial section only having spaced bearing areas adapted to cooperate with the heads of adjacent rails, said bearing areas being separated by a depression formed in said medial section and disposed between said bearing areas, said medial section being further provided with a lower continuous bearing area having portions adapted to cooperate with the anges of said adjacent rails, the centers of the flange engaging portions of said medial lower bearing area being spaced apart a less distance than the centers of the upper bearing areas of said medial section, and said end sections each having only a lower bearing area adjacent the ends thereof separate and spaced from said lower bearing areas of said medial section, the distance between the points of application of concentrated loads of adjacent upper and lower bearing areas of said medial section being less than the distance between the points of application of concentrated loads at the upper bearing areas and the adjacent bearing areas at the end sections.

EDWARD W. BACKES. 

